Compression ratio increasing insert ring



April 1954 R, HOLLINGSWQRTH 2,676,580

COMPRESSION RATIO INCREASING INSERT RING Filed Oct. 18, 1952 I (z 4/30 22 I. I 20 Qaphaal lfollip swovl'h Wflne55 3 7 6 MM "29 Patented Apr. 27, 1954 UNITED sTATEs eersm OFFICE Raphael Hollingsworth, Ollie, Iowa Application October 18, 1952, Serial No. 315,570

My present invention is an improvement on my invention disclosed in my Patent No. 2,452,238 issued October'26, 1948, and entitled Insert for Changing the Compression Ratio of Internal Combustion Engines. My original ring is adapted for use in engines that had annular recesses in the ends of the cylinders that are adjacent the cylinder head. My present invention provides a ring that is adapted for use with any low compression engine having sufficient clearanc between the pistons at top dead center and the cylinder head. Furthermore, my present invention incorporates means to prevent the rin from being moved rotationally, and, also provides proper clearance for overhead valves.

In view of the foregoing, therefore,it is the principal object of my present invention to provide a compression insert ring that can be used in cylinders having straight side walls.

It is a further object of my invention to provide a compression ratio increasing insert ring that will not be rotated in the cylinder by engine operation.

It is a still further object of my invention to provide a compression ratio increasing insert ring that can be used in engines having overhead valves.

It is a further object of my invention to provide a compression ratio increasing insert ring that is easily inserted in the bore of the cylinder.

It is a further object of my invention to provide a compression ratio increasing insert ring that is economical to manufacture and durable in use.

These; and other objects will be apparent to those skilled in the art.

My invention consists in the construction, arrangement, and combination of the various parts of the device, whereby the objects contemplated are attained as hereinafter more fully set forth, and specifically pointed out in my claims, and illustrated in the accompanying drawings, in which:

Fig. 1 is a perspective view of my compression insert ring.

Fig. 2 is an enlarged vertical sectional view of a cylinder equipped with my compression ring insert.

Referring to the drawings I have used the numeral Hi to designate the ring generally which is made from any suitable material such as cast iron or the like. A flange I2 is provided at the upper outside edge of the ring. This flange engages the cylinder block It at its free end as shown in Fig. 2. While there may be some variation in the thickness of the flange, there is a criti- 6 Claims. (01. 123-191) cal range outside of which the thickness of the flange should not vary. While the flange may be as narrow as thirty-five thousandths of an inch (.035), it should not be narrower than .035". Also, there is a limit as to the maximum thickness of the flange of sixty-five thousandths of an inch (.065). clear during the description of the operation of the ring. The 'ring'is also provided with a channel 16 which embraces the inner end. of the spark plug 18 as shown in Fig. 2. By embracing the spark plug with the ring in this manner, the ring is positively secured against rotation within the cylinder. The ringis also held to some extent against rotation with the ring against the cylinder walls. The top of channel It is connected to the top of the ring by the slot 20 which allows space for compressing the ring as it is inserted into the cylinder. The compressed ring exerts an outward pressure on the cylinder walls when it is in position which also aids in securing the ring against any movement relative to the cylinder. A still further feature of my present invention is the crescent shaped valve clearance well 22 which is formed in the top of the ring at an appropriate point for the particular engine. By the use ofthis well, the ring may be used without interfering with valves that are set close to the-edge of the cylinder as the one designated 24 in Fig. 2. The length of the ring must be less than the distance between the piston 26 and the cylinder head 28. The numeral 30 designates the gasket which is inserted between the cylinder head and the cylinder block.

My compression increasing ring is used in low compression engines to reduce the size of the combustion chamber; This purpose is identical to my earlier one and the'invention in the present case lies in the construction of the device that permits its use with cylinders having straight side walls adjacent to the cylinder head. The normal use of the ring requires it to be inserted into the cylinder flange end last. The flange engages the top of the cylinder positively to prevent the ring from descending too far into the cylinder. A flange of less than .035" of an inch would lack sumcient strength to provide a margin of safety, and, also, might permit the ring to move vertically in th cylinder. Such movement of the ring would produce undesirable noises that would cause the engine equipped with the rings to be regarded with suspicion. It is also possible, of course, that any considerable movement could actually cause some damage and hence justify regarding such a loose condition of the ring as dangerous. If the flange is made thicker than The reason for these limits will be made.

.065 of an inch, however, it may interfere with the proper clamping of the gasket although such fact may not be discovered readily. In fact, it may be that visual inspection of the assembled engine would give no indication of the nature of the fault. If extra thick flanges were used, however, and by extra thick I mean flanges that exceed .065 of an inch, it is likely that the gasket 3G could not be clamped adequately to seal the combustion chamber as it should be sealed. These limits to the possible thickness of the flange have been determined by experiment. The recommended thickness for the flange is between the two limits as might be expected. About .045 to .050 of an inch is considered the most favorable thickness. My new ring, just as the old one did for recessed cylinders, occupies some of the space of the combustion chamber. The space into which the gas and air mixture is drawn from the manifold is reduced in size obviously. The piston, however, is just as large and moves just as far as it ever did. Consequently, the same amount of combustible mixture is forced into a smaller space than was true befor my ring was inserted. Clearly the extent of compression of the gaseous mixture is increased. Th engine compression ratio is increased, therefore, and an engine designed for use with fuels having low octane ratings is adapted to make eflicientuse of high test fuels. The distinguishing features of my new ring, however, and on which I base my claim to an invention in order of their importance are the flange, the spark plug channel, the valve well, and the slot connecting the plug channel to the flanged end of the ring.

It is submitted that the invention shown and described is aptly suited to achieve the purposes intended and is characterized by a combination of highly useful and mutually cooperating elements that combine their respective and proportionate functions in accomplishing the objects sought to be obtained.

some changes may be made in the construction and arrangement of my compression ratio increasing insert ring without departing from the real spirit and purpose of my invention, and it is my intention to cover by my claims, any modified forms of structure or use of mechanical equivalents which may be reasonably included within their scope.

I claim:

1. A compression ratio increasing insert comprising, a ring of substantial thickness, and a flange formed at one end of said ring and extending laterally beyond the periphery of said ring; said ring having a crescent shaped well formed on the inside of the end of said ring on the outside of which said flange is formed.

2. A compression ratio increasing insert comprising, a ring of substantial thickness, and a flange formed at one end of said ring and extending laterally beyond the periphery of said ring; said flange having a thickness that falls within the range of 35 to 65 thousandths of an inch; said ring having a crescent shaped well formed on the inside of the end of said ring on the outside of which said flange is formed.

3. A compression ratio increasing insert comprising, a ring of substantial thickness, and a flange formed at one end of said ring and extending laterally beyond the periphery of said ring; said ring having a spark plug receiving channel formed in its other end; said ring having a crescent shaped well formed on the inside of the end of said ring on the outside of which said flange is formed.

4. A compression ratio increasing insert comprising, a ring of substantial thickness, and a flang formed at one end of said ring and extending laterally beyond the periphery of said ring, said flange having a thickness that falls within the range of 35 to 65 thousandths of an inch; said ring having a spark plug receiving channel formed in its other end; said ring having a: slot therein that connects the spark plug receiving channel in said ring to the flang carrying end of said ring.

6. A compression ratio increasing insert comprising, a ring of substantial thickness, and a flange formed at one end of said ring and extending laterally beyond the periphery of said ring; said flange having a thickness that falls within the range of 35 to 85 thousandths of an inch; said ring having a spark plug receiving channel formed in its other end; said ring having a slot therein that connects the spark plug receiving channel in said ring to the flange carrying end of said ring.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,540,458 Buntnett June 2, 1925 ,701,537 Moore Feb, 12, 1929 1,857,303 I-Iermsmeyer May 10, 1932 

